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UNITED STATES Patented J' anual-y 5, 1904. n

PATENT OFFICE.

EDMUND B. POWERS, OF BROOKLYN, NEW YORK, ASSIGNOR, BY DIRECT AND MESNEASSIGNMENTS, TO RAILWAY CAB SIGNAL & EQUIPMENT COMPANY, OF PORTLAND,MAINE, A CORPORATION OF MAINE.

SAFETY DEVICE FOR RAILWAY-SERVICE.

SPECIFICATION forming part of Letters Patent No. 748,649, dated. January5, 1904.

Application nea April s, 1902.

To a/ZZ wiz/m it may concern,.-

Be it known that L EDMUND B. Pownns, a citizen of the United States,residing in the city of New York, borough of Brooklyn, in

the county of Kings and State gf New York,

have invented a certain new and useful Improvement in Safety Devices forRailway- Service, of which the following is a specification.

The invention relates to means for automatically displaying signals inthe cab of a moving locomotive for the information of the engineer orother occupant of the cab, and more particularly to means forautomatically I5 stopping the train.

The object ofthe invention is to lessen the danger of collision andother railway accidents by providing means whereby the engineer may benotified by signals Within the zo cab to proceed with caution undercertain circumstances and for vdisplaying a dangersignal and alsoautomatically applying the brakes when the conditions are so dangerousas to require an immediate stop. The signals z5 are operated by vanesanalogous to the usual semaphore-arms placed near the track at dangerouspoints and set by switch men or other track attendants and arranged tobe struck by an arm secured to a transversely-arranged 3o shaft carriedby the locomotive. The extent of motion imparted to the shaft'isgoverned by the height at which-the vane is placed relatively to theheightof the arm passing beneath it and correspondingly determines thenature of the signal displayed. As I have carried out the invention themovement of the arm through a short arc in escaping below a vanedisplays a green light and actuates a whistle in, the cab as cautionarysig- 4o nals, and the movement through a longer arc, caused by passing avane at a lower elevation, displaysa red light as a danger-signal andautomatically applies the air-brakes.

The invention consists in certain novel arrangements of parts andmechanism by which the above-mentioned objects are attained and also incertain details of construction to be hereinafter described.

The accompanying drawings form a part of serai no. 101,380. or@ model.)

this specification and show a preferred form 5o of the invention.

Figure l is an elevation showing the interior of a locomotive-cabequipped with my invention as seen from the rear and also showing themast or standard on which are mounted the operating-vanos. Certaindetails of the locomotive equipment not speciiically related to theinvention are omitted. Fig. 2 is a corresponding vertical'se'ction of aportion of the cab, showing the invention in 6o elevation. The remainingigures are on a larger scale and show portions detached. Fig. 3 is aside elevation showing a preferred means for automatically applying theairbrakes. Fig. 4 is a face view of the auto- 65 matically-actuatedswitch for operating the light-signals by electricity and also shows themanner of connecting` from a storage battery or other source ofelectricity. Fig. 5 is a side View of the whistle-signal mechanism. 7oFig. b' is a plan view, partlyin horizontal secy tion, showing theattachment of the arm to the shaft.

Similar letters of reference indicate the same parts in all the gnres.

A is the boiler of a locomotive, which may be of any ordinary orapproved type, and A' is the usual cab over the rear portion. Thecontrolling, indicating, and operating equipments (not shown) forthelocomotive maybe 8o of the usual or any approved construction, aswill be understood.

I Transversely of the cab, preferably above the roof, extends a shaft B,mounted in supports or bearings B', in which it is free to 85 turn. Theoverhang ends are provided with collars B2 B3, serving to prevent axialmovement, one of which, B3, carries an adjustable armB4 at a right angleto the shaft and standing normally in a vertical position near the 9oedge of the roof, adapted when its free end contacts with an obstructionin its path to be deiiected out of the vertical and correspondinglypartially rotate the shaft B, the extent of the rotation depending onthe angle of de- 95 lection of the arm in escaping beneath theobstruction. For the latter I prefer to use a device analogous to asemaphore-signal and consisting of a vertical mast or standard M ofsuitable height set firmly alongside the track and carrying strongnarrow Wings or vanes M' M2, pivotally mounted in its upper end andadapted to be operated b v wires MS M4 or other suitable connections bya switch man or other attendant through any suitable mechanism, eitherby hand or automatically. One vane ,is mounted higher than the other,M2, or is arranged to maintain a higher position transversely of thepath of the arm B4 on the moving locomotive, and thus cause the arm tobe deflected, but to a lesser degree in passing beneath it than by theother or lower vane M2. Both Vanes are adapted to hang idly in pocketsin the standard when not re quired to be set for service, and are thusremoved' from dangerous proximity to passing trains.

On the shaft B at suitable points are a lever B5 and finger B5, adaptedto swing through arcs in unison with the arm B4. The lever B5 extendsdownwardly through a longitudinal slot a in the cab-roof and liesadjacent to a switchboard C, across the face of which it is adapted tosweep.

C' is a switch turning on a center C2 and contacting successively withpoints C4 C5, arranged in an arc about the center, and having a handleC5, by which it may be moved. The switch lies normally on an insulatedportion G5 of the arc, with the handle C3 in the path of the lever B5.

C7 and C8 are incandescent electric lamps set in the interior of the cabin a location to be plainlyseen by the engineer when he is at his postand arranged to be illuminated bya current from a storagebattery C5,carried on the locomotive and connected, as shown, to the switch C',contact-points C4 C5, and lamps C7 O5, as indicated in Fig. 4:.

C7 may be understood as indicatinga green light or cautionary signal,and C5 a red light or danger-signal. The former is connected to therstcontact-point C4 and the latter to the 'second or outer point C5. 'Thusarranged the action of the upper vane Mgupon thearm B4 is to force thelever B5 partially across the face ofthe switchboard, carrying with itthe switch OQ leaving the latter upon the contact-point C4 and showingthe cautionary signal or green light to the engineer. The act of passinga standard on which the lower vane M2 has been set throws the leverfarther and movessthe switch to the contact-point C5 and displays thered light or danger-signal.

It will be seen that by setting the desired vane located at a point at.the commencement of a block or at the approach to a switch or otherdangerous portion of the road the corresponding signal-either caution ordanger-will be displayed in-the cab ouf any passing locomotive equippedwith my invention. In practice I prefer to locate two standards atsuitable distance apart near dangerous points on the road and arrangethe first to display the green or cautionary signal and the second toshow the red or danger signal.

Two additional sign als are employed, operated by the linger B5, abovereferred to. The first is a whistle D, actuated by the lesser movementof the arm B4 and serving as an additional cautionary signal. Itconsists of a whistle operated by compressed air and connected to thepressure side of the airbrake system and held in the closed orinoperative condition by a spring-dogF', engaging a detent F2 on thewhistle-valve stem F5, in opposition to the force of a spring F4,tending to turn the stem and admit air under pressure to theWhistle-bell. The dog F' is connected by a chain F5 or otherwise to thefinger B5, which lies normally in an approximately horizontal positionand when turned by the partial rotation of the shaft pulls upon thechain and releases the valve-stem, thus providing an audible cautionarysignal in conjunction with the visual green-light signal. Thewhistle-signal is reset by forcing the arm F5 against the tension of thespring until the detent is again engaged by the spring-dog. Attached tothe same finger is a slightly-longer chain G5, connected at the lowerend to a spring-catch G', engaging an annular latch or collar G2,arranged to slide on the spindle G3 of the air-brake-,operating valve Gand subject to the expansive force of a helical spring G4 inclosing thespindle and abutting at the inner end against the stuffing-box or otherxed portion of the valve-casing. While the catch is in engagement withthe collar the spring is of no effeet, and the spindle may be movedaxially by the brake-leveI-G as usual in applying or releasing theair-brakes; but so soon as the arm B4 contacts with a low vane M4 theincreased rise of the finger B5 takes up` the slack in the chain G5 andreleases the spring G4, which immediately exerts its force to move theair-brake valve in the direction to apply the brakes and bring the trainto an immediate stop. The action ot' the spring G4 may be resisted bythe engineer through the lever G7 if the sudden stop is undesirable; butthe pressure exerted by the spring is sufcient to warn the engineer, ifhis hand be on the lever, in connection with thesimultaneously-displayed red light, that danger is imminent, and, if thebrake-lever be free, the brakes will be automatically applied.

H H are springs of equal tension, each attached at one end to the leverB5 and at the other to convenient points on the cab, and serve tomaintain the arm B4 in the upright position, while allowing it to bedeflected in either direction, as required, by the forward or backwardmovement of the locomotive. To allow the backwardmovement Withoutderangement, I prolong the slot a on both sides ot' the shaft B and alsoprovide a slot, through which the tinger B5 may descend idly. The arm B4is mounted adjustably in the collar B3 and may be set up or down IOO ITO

izo

therein to produce the required degree of defiection in passing beneaththe vanes. It is held in place by the set-screw b.

The vanes may be painted green and red, respectively, and servel asadditional tracksignals for the engineer if'they are so situ ated as tobe easily seen. The vanes may be mount-ed in the standards, withprovisions for adjusting them vertically, as will be understood.

Importance is attached to the location of the arm B4 at the edge of orextending a short distance beyond the cab-roof, for the reason that whenso placed it 4may be operated by vanes not reaching over the roof, andtherefore not liable to strike projections on the trains, and also toavoid the danger of accident to traint/nen on the roofs of the which isgreatly increased by rigid arms or brackets extending across the tracknear the level of the car-roofs.

By providing` both an audible and visible automatic cautionary signalfor the engineer the chances of both being unheeded are very remote, andwhen an immediate stop is necessary to avoid an accident the display ofthe danger-signal and the effort automatically to apply the brakescannot occur unnoticed by the engineer 'unless he be suddenlyincapacitated by accident or illness, in which case the brakes Will beapplied automatically and the train brought to a standstill.

Modifications may be made in the forms and proportions of the partsWithin Wide limits without departing from the principle of the inventionor sacrificing its advantages.

The shaft B may extend beneath the roof of the cab instead of exteriorthereto, as shown, and may be shorter than here represented. I prefer toextend it to both sides of the cab, for the reason that this arrangement'allows the arm B4 to be placed at either side, as may be foundnecessary or desirable. The height of the standards may be varied toconform to the location of the shaft B. The Whistle and air-brakelocksmay be operated by cords or chains wound upon asmall drum orcylinder in place of the finger B6, as Willbe readily understood, thelatter construction offering an advantage in that the descent of theiinger through the roof` of the cab in running backward will be avoided.

Although I have described the vanes as mounted in pairs in thestandards, and pre'- fer this construction, it will be understood that astandard may be erected for each vane, an insome situations theuppermost or cautionary vane may be a fixed arm, if preferred, as atdrawbridges, crossings, and dangerous svvitches.v

When the conditions are such as to preclude the use of standardsalongside the track, as in narrow tunnels or in other situations Wherespace is limited, the automatic action may be induced by vanos arrangedto slide vertically and he raised or lowered, as required,

to produce the desired deflection of the arm B4, or the vanes maybeotherwise mounted and operated.

A fixed vane may be located at any desired point to operate thecautionary signals for the purpose of testing their efficiency andcondition before approaching a'daugerous portion of the track-as, forinstance, before eutering a tunnel or approaching a railway-ten minalhaving a multiplicity of switches.

Parts of the invention may be used Without the Whole. The green and redlam ps may serve alone or they may be omit-ted and the whistle andbrakesetting devices relied upon alone, or other signals maybesubstituted for those described.

The construction of the electric/switch may be varied, as may also themechanismforqop.- erating the whistle and applying the airbrakes.

More than two sets of signals may be operated by employing additionalvanes adapted to cause a third degree of deflection of the arm and.actuate additional signaiI mechanisms.

All the parts and equipments not specifically described will beunderstood to be of any ordinary or approved constructionandarrangement.

That portion of theinvention relating to visible or audible signals tothe engineer or other occupant of the cab is not claimed in thisapplication, but is made the subjectmat IOO ter of a separat-eapplication, filed March 5, y

1903, Serial No. 146,266.

4l. The combination with a locomotive-cab of a shaft extendingtransversely thereof, an upwardly-extending arm secured to the shaft andadapted to partially rotate the latter by the deflection of said arm incontacting with an obstruction in its path, a finger carried by saidshaft, a brake-controlling mechanism located in said cab, means tendingautomatically to move said controlling mechanism to apply the brake, anda locking device for such means, and connections from said finger tosaid locking device whereby a partial revolution of said shaft willrelease the locking device and move said controlling mechanism in thedirection to apply the brake.

2. The combination with a locomotive-cab of a shaft mounted therein, anarm secured to said shaft and adapted to partially rotate the lat-ter bythe deflection of said arm in contacting with an obstruction in itspath, a tinger carried by said shaft, a brake-controlling mechanism,automatic means for moving said controlling mechanism to apply 'thebrake and connections thereto from said shaft, whereby a partialrevolution of said shaft will automatically apply the brake.

3. In an apparatus of the character set forth, a shaft mounted in thecab, anarm secured to said shaft and adapted to partially rotate thelatter, a finger carried by said shaft, a brake-controlling mechanismandconnections IIO thereto from said shaft, means for automaticallymoving said controlling mechanism to apply the brake whereby a partialrevolution of said shaft will automatically apply the brake, and a vanesupported adjacent to the track in the path of said arm adapted to bestruck thereby and cause a partial revolution of said shaft.

4. In an apparatus of the character set forth, a vane mounted adjacentto the track and extending transversely of the line of said track, incombination with an arm carried on the cab of a locomotive on saidtrack, arranged to strike said vane and be deected thereby, a fingercarried by said shaft and a brake-operating mechanism on saidlocomotive, and connections from said arm to said brake-operatingmechanism, whereby the contact of said arm and vane willautomaticallyapply the brake.

5. In an apparatus of the character set forth` a support located nearthe track,avane mounted thereon and extending transversely of the lineof said track, in combination with an arm carried on the cab of alocomotive on said track, arranged to strike said vane and be deflectedthereby, and a brake-operating mechanism on said locomotive, abrake-controllin g mechanism, means for automatically moving saidcontrolling mechanism to apply the brake and connections from said armto said brakeoperating mechanism, whereby the contact of said arm andvane will automatically apply the brake.

6. In an apparatus of the character set forth, a support located nearthe track, a vane pivotally mounted therein adapted to hang normallyvertically therefrom or to be held eX- tended transversely to the lineof said track, and means for moving said vane to either of saidpositions, in combination with an arm carried on the cab of a locomotiveon said track, arranged to strike said vane and be deflected thereby,and a brake-operating mechanism on said locomotive, a finger carried bya shaft rotatably mounted on the cab, brakecontrollng mechanism, meanstending automatically to move said controlling mechanism to apply thebrake and connections from said arm to said brake-operating mechanism,whereby the contact of said arm and vane will automatically apply thebrake.

7. An air-brake-operating valve located in the cab of a locomotive,having a valve-stem G3 and operating-lever G7, a spring exerting itsforce in the direction to move said valvestem to apply the brakes, acatch controlling said spring, connections from said catch to an arm onthe exterior of said cab, arranged to be deected by contact with anobstruction in its path and thereby lift said catch and release saidspring.

8. In an apparatus of the character set forth, and air-brake Valvehaving the valve-stem G3 and operating-lever G7, a helical springencircling said stem and abutting against the valve-casing, a tubularcollar G2 inclosing said stem and receiving the pressure of said spring,a spring-catch G arranged to engage said collar and restrain said springwhile permitting the said stem to move freely within said spring andcollar, and connections from said spring-catch whereby it may bewithdrawn to release said collar and permit said spring to exert itspressure to move said stem in the direction to apply the brake.

In testimony that I claim the invention above set forth I affix mysignature in presence of two witnesses.

EDMUND B. POWERS.

Witnesses:

RoBT. CONNOR, CHARLES R. SEARLE.

